Last weeks's downing of a PHI Sikorsky S-76A++ (file photo, below), which put two pilots in the drink and resulted in the loss of the aircraft, now appears to have a number of weather related factors to consider in the NTSB's ongoing investigation. The Gulf is a tough place for helos.... even for professional crews.

NTSB Identification: DFW07LA011
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 22, 2006 in Eugene Island, GM
Aircraft: Sikorsky S-76A++, registration: N22342
Injuries: 1 Minor, 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On October 22, 2006, approximately 0730 central daylight time, a Sikorsky S-76A++ twin-engine helicopter, N22342, registered to and operated by Petroleum Helicopters, Inc. (PHI), of Lafayette, Louisiana, was destroyed when it impacted the water while landing near offshore platform Eugene Island (EI) Block 259, located in the Gulf of Mexico. The airline transport rated pilot was not injured, but the commercial rated first officer sustained minor injuries. There were no passengers aboard the helicopter at the time of the mishap. Visual meteorological conditions prevailed, and a company flight plan was filed for the 14 Code of Federal Regulation Part 91 on-demand air taxi flight. The local flight departed PHI's base in Amelia, Louisiana, at 0658, and was destined for EI 259 to pickup a passenger.

A representative of the operator stated in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) that after takeoff from PHI's base at Amelia, the pilot-in-command (PIC) encountered a cloud deck at 500 feet and leveled the helicopter at approximately at 450 feet, with the visibility at approximately 10 miles. A call was received by the crew that EI 259 had encountered moderate rain, poor visibility and a low ceiling. The PIC responded that he was aware of the weather line of rain showers, and expected them to move through the area prior to their arrival. The crew called EI 259 about 20 minutes out giving their estimate time of arrival, and were told that it was still raining.

At 2 nautical miles (NM) from EI 259, the crew could not see the platform due to the rain, so the PIC turned the helicopter to the West to circle the rain shower and called for the pre-landing check. At just under 2 NM west of the platform, the first officer saw the platform, and the PIC called for the floats to be armed and the windshield wipers to be turned on. At this time the, wind was from 340 degrees. As the PIC turned to final, he remembers his altimeter indicating 250 feet and airspeed 55-60 knots, and seeing the platform, but not seeing a visible horizon. The PIC estimated moderate rain, while noticing that the floats were not armed and that the rain on the wind shield was obscuring his vision. He asked the first officer again to arm the floats and turn on the wipers. The first officer appeared to be fumbling with the switches as the PIC looked down to see what was happening. At that time, the helicopter made contact with the water, rolled over, and began filling with water. The first officer escaped by jettisoning his entry door and the PIC escaped through the a missing windshield.

FMI: http://ntsb.gov/ntsb/brief.asp?ev_id=20061101X01599&key=1